What makes a great racing circuit?

There has been much discussion in the past among those in racing paddocks as to what truly constitutes a great circuit. Is it the challenge of high-G corners, like Eau Rouge at Spa, or a section of quick right-left-right flicks as seen at Austin, or tight hairpins at the end of long straights as incorporated at Shanghai?

Theoretically, it could be a combination of all - creating a circuit that affords overtaking opportunities but also challenges the drivers. For example, Suzuka has many of these features and has often hosted great battles to decide the outcome of the world championship.

Sure, the infamous title showdowns are a natural byproduct of its regular berth towards the end of the season - but Suzuka is a favourite among the drivers and, although passing opportunities are restricted to a handful of corners, it makes the drivers work hard to get clear of a rival.

Suzuka is a rarity today where it's closely bound by grass and gravel, but even then, some of its most well-known corners - 130R and the Spoon curve among them - are now bound by run-off. So, have some circuits become too sanitised?

Changing gravel traps to Tarmac run-off areas is just one example; true, it makes the racing safer but isn't the point that drivers should stay within the confines of the designated racing surface?

Paul Ricard is a classic example of this, and what could be an excellent facility is rendered completely bland - and the headache-inducing addition of the run-off areas of different colours depicting increased abrasive sections don't help it.

Access and accommodation is a problem too, being on the top of the Sainte-Baume mountain range, unless of course you can afford to stay in Bernie Ecclestone's hotel just opposite the circuit entrance. And even then, Sebastian Vettel voiced his displeasure in 2018 at the price-gouging on offer, having had to stump up €80 for a club sandwich...

But that's the reality of this current Formula 1 era; could you imagine the cars today racing on the Le Mans circuit? Probably not, but that was the kind of venue that was used in the 1950s, '60s and early '70s. Circuits like the old Nordschleife, or Spa, in the days when there was little or no run off or protection were common, as were circuits with big banked sections as seen at Monza, Brooklands, Montlhery, Sitges Terramar and Avus.

Although Monza is the only one of those circuits to have survived, it's also unique today because it's in the middle of a huge public park that has a palace on one side, two golf courses, a television relay station and myriad roads and paths. Most days the park is full of runners, cyclists and families but, because of the park's heritage, all the buildings and notably, trees have a protection order.

For the Superleague teams, the Ordos circuit required an internal flight from Beijing and then a lengthy coach trip. The city was so new, even the coach driver didn't know where it was

This came to our attention in 1985 when I was at McLaren and we were due to run a collective test session. I forget who started the motion, but the drivers complained that there was a tree in the middle of the second chicane run off area and they refused to practice and demanded that the tree be removed.

Now, due to the protection order, the circuit stewards refused to do anything about it and we had an impasse. It was obvious that this was not going to be resolved in a hurry, so Alain Prost decided to go off and play golf. Needless to say, the problem had been solved when it came to the race - and there was no longer a tree.

About 360 miles south of Monza, the city of Pescara used to host a grand prix. Held on public roads, it was nearly 16 miles in length, and was one of the longest circuits used for an F1 race. In 1957, the last race there became one of Sir Stirling Moss's finest victories in his Vanwall.

These were circuits that tested drivers and yes, there were fatalities, but in those days, drivers did not have the safety features and protection incorporated in current cars. In America, a lot of the circuits feature banked sections but with huge safety fencing to protect the spectators and limit the injuries to drivers.

When F1 cars ran at Indianapolis in 2005, it was the tyres that could not cope with the banking, Bridgestone for once getting one over on the Michelins - and, as Zandvoort now features some greater banking, this has once again had to become a development area for Pirelli.

The recent spate of new-style F1 circuits are turning out to be rather soulless or, in Baku's case, contrived - and perhaps these 'classic' circuits could once again offer F1 an alternative option for layouts.

One recent idea, aiming to fill up the calendar thanks to the coronavirus-enforced cancellations, is looking at running races in the opposite direction, which might require an extra session for the drivers to get acclimatised and prove a challenge for the engineers to adapt the car to suit.

The biggest problem with some circuits run in the opposite direction would be where to place the grid. At Spa, the grid leads to the La Source hairpin, which in itself causes problems, but imagine starting downhill and have 20 cars bundling into the chicane. Then what would Eau Rouge be like in the opposite direction?

At Silverstone, the opening corners in front of the Wing give cars plenty of time to get sorted before Turns 3 and 4, but turning that around, you are faced with a tight chicane. Perhaps to do that, they would have to go back to the old starting grid on the other side of the circuit.

Although the circuit itself must provide the challenges needed to deliver exciting racing, it must also feature the right infrastructure to ensure that logistics are seamless. This is something Paul Ricard faced on its return to the F1 calendar in 2018, with heavy traffic clogging up the mountain roads.

One circuit that didn't heed this was those tasked with creating an FIA-standard circuit at Ordos in the Inner Mongolia region of China, on the outskirts of what is almost a ghost town. The Superleague circus had a race there in 2010, but the logistics of getting freight to a place in the middle of nowhere were horrendous.

For the teams, it required an internal flight from Beijing and then a lengthy coach trip. The city was so new, even the coach driver didn't know where it was and it was only after a couple of hours driving that we saw signs of a city in the distance and alerted the driver, who was just about to drive past.

Superleague raced on circuits that were really designed for bikes, such as Assen in the Netherlands, Adria in Italy, Navarra in Spain, and perhaps weren't accustomed to the greater amount of haulage needed for a single-seater category.

Jarama, on the outskirts of Madrid, is a demanding circuit that used to host F1 races up until the early '80s, but now is used by a racing school and occasional club meetings. One of the main motorways feeding the city runs directly alongside the main straight.

One time testing a BMW M6 GT3, Miguel Ramos spun the car in the last corner and very nearly ended up on the motorway, but luckily the catch fencing prevented this, but the car was perched precariously on top of the fence.

If F1 wants a circuit that truly challenges drivers, is a bit of a throwback to the older style of track while adding a bit of glamour, here's an idea - what would happen if Hampshire County Council put in a request for an FIA standard circuit on Hayling Island?

Zhuhai is another strange circuit in China, situated across the bay from Hong Kong - and its owners originally harboured dreams of bringing the Chinese GP to it in 1999. In November 2011, the final race of the Intercontinental Le Mans Cup was held there when I was working for Lotus.

There was some rumour that Audi held a stake in the circuit, but it all looked rather sad and in need of a lick of paint. The circuits that seldom host top-level events barely make enough money to break even, let alone carry out refurbishments...

If Formula 1 wants a circuit that truly challenges drivers, is a bit of a throwback to the older style of track while adding a bit of glamour, here's an idea - what would happen if Hampshire County Council put in a request for an FIA standard circuit on Hayling Island?

If it's possible to run a Formula E race in central London, then why not? The first hurdle to overcome would be access, as there is only a two-way bridge across the lakes fed by the English Channel. That said, Silverstone was once in danger of losing the British Grand Prix because the access was so poor, until the A43 was turned into a dual carriageway, so anything is possible if you throw enough money at the project.

Perhaps this could become the English Monaco, although there's a distinct absence of hills or a swish casino...